JP7040419B2 - server - Google Patents

Description

The present disclosure relates to a server, and more specifically to a server configured to communicate with a charger.

Japanese Patent Application Laid-Open No. 2004-31286 (Patent Document 1) describes a hybrid type railroad vehicle of a diesel engine type railroad vehicle and an electric railroad vehicle, even if a part of the battery becomes unusable, to a nearby station. A redundant battery device capable of retracting travel is disclosed.

Japanese Unexamined Patent Publication No. 2004-312863

Regenerative braking can be applied when a railroad vehicle slows down. When a certain railroad vehicle applies a regenerative brake, the electric power generated by the regenerative brake (hereinafter, also referred to as "regenerative electric power") can be supplied to another railroad vehicle traveling near the railroad vehicle. Therefore, electric power can be effectively used in the entire railway system.

Depending on the area or time of travel of the railroad vehicle, there may be situations in which no other railroad vehicle is present near the railroad vehicle. Under such circumstances, regenerative braking may not work sufficiently, and it will be necessary to apply dynamic braking. With dynamic braking, only heat is generated in resistors and the like provided in railway vehicles, and energy cannot be recovered as electric power. In other words, it may not be possible to effectively utilize electricity in the entire railway system.

The present disclosure has been made to solve the above-mentioned problems, and an object thereof is to effectively utilize the regenerative power of a railway vehicle.

A server according to an aspect of the present disclosure comprises a communicator configured to communicate with a charger capable of charging a power storage device mounted on an electric vehicle. The charger is configured to perform a power conversion operation for charging the power storage device with the regenerative power of the railway vehicle received via the overhead wire in response to a command from the server. The server further includes a control unit that controls the communication device to transmit a command when there is no other railroad vehicle within a predetermined distance along the extending direction of the overhead line from the generation point of the regenerative power of the railroad vehicle. ..

In the above configuration, when there is no other railroad vehicle within a predetermined distance along the extending direction of the overhead line from the generation point of the regenerative power of the railroad vehicle, the charger performs the power conversion operation according to the command from the server. .. As a result, the regenerative power of the railway vehicle is charged to the power storage device mounted on the electric vehicle. Therefore, according to the above configuration, the regenerative power of the railway vehicle can be effectively utilized.

According to the present disclosure, the regenerative power of railway vehicles can be effectively utilized.

It is a figure which shows the whole structure of the electric power system in this embodiment. It is a block diagram which shows roughly the electric structure of an electric power system. It is a block diagram which shows schematic structure of a vehicle and a charger. It is a flowchart which shows the cooperative control of a charger and a server in this embodiment. It is a flowchart which shows the control of the charger and the server in the modification of embodiment.

Hereinafter, the present embodiment will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description thereof will not be repeated.

In the present disclosure, the "railroad vehicle" means a vehicle (electric vehicle) traveling by receiving electric power from an overhead line (or a third rail), and may include a trolleybus in addition to a train. In the embodiment described below, a configuration in which the railroad vehicle is a train will be described as an example.

[Embodiment]
<Power system configuration>
FIG. 1 is a diagram showing an overall configuration of an electric power system according to the present embodiment. With reference to FIG. 1, the power system 10 includes a plurality of rolling stock 1, a plurality of chargers 2, a plurality of charging cables 3, a plurality of railroad vehicles 4, and a server 9.

Each of the plurality of vehicles 1 is an electric vehicle equipped with a battery 110 (see FIG. 3), and is a plug-in hybrid vehicle in the present embodiment. Each of the plurality of vehicles 1 is configured to be able to charge the battery 110 by the electric power supplied from the charger 2 installed outside the vehicle via the charging cable 3. Each vehicle 1 may be another electric vehicle (electric vehicle or fuel cell vehicle) as long as it can be charged by power supplied from the outside of the vehicle.

The plurality of railroad vehicles 4 travel by receiving electric power from the overhead line 61 (see FIG. 2). Further, each railroad vehicle 4 is decelerated by the regenerative brake when approaching the station 81 or going down the downhill 82. Each railroad vehicle 4 may use a regenerative brake to stop in an emergency. The regenerative brake of the railway vehicle 4 will be described later.

The server 9 is provided in, for example, an operation management center that uniformly manages the operation of a plurality of railway vehicles 4. The server 9 and each railroad vehicle 4 are configured to enable bidirectional communication via a communication device 910 (see FIG. 3). Through this communication, the server 9 periodically collects information about the current location of each of the plurality of railroad vehicles 4. Further, both the server 9 and each charger 2 are configured to enable bidirectional communication via the communication devices 230 and 910 (see FIG. 3). The communication between the server 9 and the charger 2 will be described later.

FIG. 2 is a block diagram schematically showing an electrical configuration of the power system 10. With reference to FIG. 2, in the present embodiment, the electric power system 10 is a DC feeder system, that is, the electric power of the commercial frequency received by the electric power system 10 from the commercial power source 5 via the transmission line 6 from alternating current. An example of a configuration in which a direct current is converted and the converted direct current power is supplied to the railroad vehicle 4 will be described. However, it is not essential that the power system 10 is a DC feeder system, and the power system 10 may be an AC feeder system.

The power system 10 includes a rectifier transformer 71, a rectifier 72, a regenerative inverter 73, and a regenerative inverter transformer 74.

The primary side of the rectifier transformer 71 is electrically connected to the transmission line 6 via the circuit breaker 70. The secondary side of the rectifier transformer 71 is electrically connected to the rectifier 72. The rectifier transformer 71 steps down the extra high voltage of the three-phase alternating current received from the transmission line 6 to a voltage suitable for electric power.

The rectifier 72 rectifies the three-phase AC power received from the rectifier transformer 71 into DC power. The rectified DC power is supplied to the railway vehicle 4 via the overhead wire (feeder) 61. The rail 62 is used as a current return path to the rectifier 72. Although a plurality of rectifiers are actually connected to the overhead wire 61 and the rail 62, only one rectifier 72 is illustrated in FIG.

The regenerative inverter 73 converts the regenerative power generated during the regenerative braking of the railway vehicle 4 into AC power according to a signal from a control device (not shown). The AC side of the regenerative inverter 73 is electrically connected to the transmission line 6 via the regenerative inverter transformer 74 and the circuit breaker 70.

The regenerative inverter transformer 74 converts the single-phase alternating current output from the regenerative inverter 73 into a three-phase alternating current and regenerates it on the transmission line 6 side. As a result, the electric power (regenerative electric power) generated at the time of regenerative braking can be regenerated to the transmission line 6 in the railway vehicle 4, so that stable braking operation and effective use of electric power are realized.

In the power system 10 of the present embodiment, the charger 2 for charging the vehicle 1 is further electrically connected to the overhead wire 61 and the rail 62. The charger 2 is also electrically connected to the commercial power source 5.

FIG. 3 is a block diagram schematically showing the configurations of the vehicle 1 and the charger 2. With reference to FIG. 3, the vehicle 1 is a plug-in hybrid vehicle as described above, and includes a battery 110, a system main relay (SMR) 120, an engine 130, and motor generators 141 and 142. , Includes a power splitting device 151, a drive wheel 152, a power control unit (PCU) 160, a charging relay 170, an inlet 180, and a vehicle ECU 100.

The battery 110 is a rechargeable DC power source (storage device), and includes a secondary battery such as a lithium ion secondary battery or a nickel hydrogen battery. The battery 110 supplies power to the PCU 160 to drive the motor generators 141, 142. Further, the battery 110 stores the electric power supplied from the charger 2 and the electric power generated by the motor generator 142 when the vehicle is braked.

The SMR 120 is electrically connected between the battery 110 and the charging relay 170. The SMR 120 is controlled by a signal from the vehicle ECU 100, and is in a closed state (conducting state) when the battery 110 is charged (externally charged) by the charger 2.

The engine 130 is an internal combustion engine such as a gasoline engine or a diesel engine, and generates power for the vehicle 1 to travel in response to a signal from the vehicle ECU 100.

Each of the motor generators 141 and 142 is, for example, a three-phase AC rotary electric machine in which a permanent magnet is embedded in a rotor. The motor generator 141 uses the electric power of the battery 110 to rotate the crank shaft of the engine 130 when starting the engine 130. Further, the motor generator 141 can also generate electricity by using the power of the engine 130. The AC power generated by the motor generator 141 is converted into DC power by the PCU 160 and charged to the battery 110 or supplied to the motor generator 142. The motor generator 142 rotates the drive shaft using at least one of the electric power from the battery 110 and the electric power generated by the motor generator 141. Further, the motor generator 142 can also generate electricity by the regenerative brake. The AC power generated by the motor generator 142 is converted into DC power by the PCU 160 and charged into the battery 110.

The power splitting device 151 is, for example, a planetary gear mechanism, and divides the power generated by the engine 130 into a power transmitted to the drive wheels 152 and a power transmitted to the motor generator 141.

The PCU 160 is electrically connected to a power line pair (positive electrode line PL and negative electrode line NL) between the SMR 120 and the charging relay 170. According to the signal from the vehicle ECU 100, the PCU 160 converts the DC power stored in the battery 110 into AC power and supplies it to the motor generators 141 and 142. Further, the PCU 160 converts the AC power generated by the motor generators 141 and 142 into DC power and supplies it to the battery 110.

The charging relay 170 is electrically connected between the SMR 120 and the inlet 180. The charging relay 170 is controlled by a signal from the vehicle ECU 100 and is closed during external charging.

The inlet 180 is configured to be mechanically connected (fitted) with the connector 310 of the charging cable 3 extending from the charger 2.

The vehicle ECU 100 includes a CPU (Central Processing Unit), a memory area such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and an input / output port (none of which is shown) for inputting / outputting various signals. Etc. are included in the configuration. The vehicle ECU 100 executes various controls in the vehicle 1 by reading a program previously stored in a ROM or the like into a RAM and executing the program. As a typical example, the vehicle ECU 100 controls both the SMR 120 and the charging relay 170 to be closed when a predetermined condition for permitting execution of external charging is satisfied. As a result, the charger 2 is electrically connected to the battery 110, and the battery 110 can be charged by the charger 2.

The charger 2 includes power conversion units 210 and 220, a communication device 230, and a charging ECU 200.

The power conversion unit 210 includes, for example, an inverter (not shown). The power conversion unit 210 converts the AC power supplied from the commercial power source 5 into DC power for charging the battery 110 of the vehicle 1 according to the signal from the charging ECU 200.

The power conversion unit 220 includes, for example, a converter (not shown). The power conversion unit 210 converts the voltage of the DC power supplied from the overhead wire 61 and the rail 62 into a voltage suitable for charging the battery 110 of the vehicle 1 according to the signal from the charging ECU 200.

The communication device 230 is configured to enable bidirectional communication with the communication device 910 (described later) included in the server 9 according to the signal from the charging ECU 200.

Like the vehicle ECU 100, the charging ECU 200 includes a CPU, a memory area, an input / output port (none of which is shown), and the like. The charging ECU 200 executes various controls in the charger 2 by the CPU reading a program stored in the ROM or the like in advance into the RAM and executing the program. As a typical example, the charging ECU 200 performs a power conversion operation for charging the battery 110 of the vehicle 1 in a state where the connector 310 of the charging cable 3 and the inlet 180 of the vehicle 1 are connected. To execute.

The server 9 includes a communication device 910 and a control unit 900.
The communication device 910 is configured to enable bidirectional communication with the communication device 230 included in the charger 2 according to a signal from the control unit 900. The communication device 910 is also used to collect the position information of the current location from each of the plurality of railroad vehicles 4.

Like the vehicle ECU 100 and the charging ECU 200, the control unit 900 includes a CPU, a memory area, an input / output port (none of which is shown), and the like. The control unit 900 has position information and route map information of each of the plurality of railroad vehicles 4, and executes various controls for uniformly managing the operation of all the railroad vehicles 4. Further, the control unit 900 in the present embodiment realizes control for effectively utilizing the regenerative power of the railway vehicle 4 by coordinating with the charger 2. This control is referred to as "cooperative control" and will be described in detail below.

<Cooperative control>
When a certain railroad vehicle 4 (hereinafter, also referred to as "railroad vehicle A") approaches a station 81 which is a stop station or goes down a downhill 82, the railroad vehicle A is decelerated by the regenerative brake. When there is another railroad vehicle (hereinafter, also referred to as "railroad vehicle B") traveling near the railroad vehicle A, the electric power generated by the regenerative brake of the railroad vehicle A (regenerative electric power) is passed through the overhead wire 61 to the railroad. It is supplied to vehicle B and consumed by rail vehicle B. As a result, the regenerative power can be effectively utilized in the entire power system 10.

Depending on the traveling area or traveling time zone of the railway vehicle A, there may be a situation in which the railway vehicle B does not exist near the railway vehicle A. Even if such a situation occurs, substation equipment (specifically, the regenerative inverter 73 and the regenerative inverter transformer 74 shown in FIG. 2) is installed near the point where the rolling stock A is going to perform regenerative braking. If so, the power generated by the regenerative brake of the railway vehicle A is converted from DC to AC by the substation equipment, and can be used for lighting and air conditioning in various facilities around the substation equipment.

However, the railroad vehicle B is not running near the railroad vehicle A, and the substation equipment is not installed near the railroad vehicle A (although the substation equipment exists, the power consumption of the surrounding facilities is high. (Including a small state), it is possible that the railway vehicle A wants to perform regenerative braking. As described above, in a situation where there is no other railway vehicle B or substation equipment capable of receiving electric power from the railway vehicle A, the regenerative brake of the railway vehicle A may not be sufficiently effective. This phenomenon is also called "regeneration expiration". When regenerative braking occurs, it is necessary to apply dynamic braking. In dynamic braking, only heat is generated in a resistor or the like (not shown) provided in the railway vehicle A, and energy cannot be recovered as electric power. That is, there is a possibility that the electric power cannot be effectively utilized in the entire electric power system 10.

In the present embodiment, the charger 2 is installed near a point (for example, a station 81 or a downhill 82) where a situation in which the railway vehicle A performs regenerative braking may occur. The charger 2 includes a power conversion unit 220 for charging the battery 110 of the vehicle 1 with the DC power supplied from the overhead wire 61 and the rail 62. When the charger 2 receives information from the railroad vehicle A that no other railroad vehicle (railroad vehicle B) exists within a predetermined distance along the extending direction of the overhead line 61 by communication with the server 9, the charger 2 receives a power conversion unit. The power conversion operation of 220 is executed (cooperative control). As a result, the vehicle 1 can receive the regenerative power from the railroad vehicle A, so that the regenerative power of the railroad vehicle A can be suppressed and the power generated by the regenerative brake of the railroad vehicle A can be used by the vehicle. It becomes possible to charge the battery 110 of 1. Therefore, the electric power can be effectively used in the entire electric power system 10.

<Cooperative control flow>
FIG. 4 is a flowchart showing cooperative control of the charger 2 and the server 9 in the present embodiment. FIG. 4 shows a series of processes executed by the charging ECU 200 of the charger 2 on the left side of the figure. In this process, when the vehicle 1 is connected to the charger 2 and the battery 110 of the vehicle 1 is in a rechargeable state (for example, when the battery 110 is not in a fully charged state), for example, the main routine (for example, every predetermined cycle). Called from (not shown) and executed. The right side of the figure shows a series of processes executed by the server 9. This process is called and executed from the main routine (not shown) every time a predetermined condition is satisfied or a predetermined cycle elapses. The same applies to FIG. 5, which will be described later.

Each step (hereinafter abbreviated as "S") included in the flowcharts shown in FIGS. 4 and 5 is basically realized by software processing by the charging ECU 200 or the server 9, but in the ECU 100 or the server 9. It may be realized by the manufactured dedicated hardware (electric circuit). In the following, for the sake of clarification and simplification of the description, the process executed by the charging ECU 200 will be simply described as the process performed by the charger 2.

Further, although not shown, it is assumed that the server 9 has the position information of the installation location of the charger 2 in advance. Further, it is assumed that the server 9 periodically updates the position information indicating the current location of each railroad vehicle 4 by communicating with each railroad vehicle 4.

With reference to FIG. 4, in S11, the charger 2 transmits a notification (chargeability notification) indicating that the battery 110 of the vehicle 1 can be charged to the server 9.

Upon receiving the chargeability notification from the charger 2, the server 9 determines whether or not a railroad vehicle (the above-mentioned railroad vehicle A) exists around the charger 2 (S21). More specifically, when the railroad vehicle exists within the reference distance D1 from the charger 2 along the extending direction of the overhead wire 61, it is determined that the railroad vehicle A exists (S21). The reference distance D1 is a distance (for example, several hundred meters to several kilometers) in which the regenerative power output from the railway vehicle A can be received by the charger 2. The reference distance D1 is predetermined and stored in the server 9.

When the railroad vehicle A is within the reference distance D1 from the charger 2 (YES in S21), the server 9 is the other railroad vehicle (described above) within the predetermined distance D2 from the railroad vehicle A along the extending direction of the overhead wire 61. (S22), it is determined whether or not the railroad vehicle B) of the above exists. The predetermined distance D2 is a distance (for example, several hundred meters to several kilometers) in which the electric power output from the railway vehicle A can be received by another railway vehicle B, which is predetermined in the same manner as the reference distance D1 and is a server 9. It is remembered in.

When the railroad vehicle B does not exist within the predetermined distance D2 from the railroad vehicle A (NO in S22), the server 9 issues a command (charging permission) to the charger 2 to allow the battery 110 of the vehicle 1 to be charged. Send (S23).

When the charging permission is received from the server 9 (YES in S12), the charger 2 executes a power conversion operation in the power conversion unit 220 in order to charge the battery 110 with the power generated by the regenerative brake of the railway vehicle A (regenerative power). (S13).

If the railroad vehicle A does not exist within the reference distance D1 from the charger 2 (NO in S21), that is, if the distance between the charger 2 and the railroad vehicle A is too long, the railroad vehicle A is regenerated. Power cannot be received by the charger 2. Further, if the railroad vehicle A exists within the reference distance D1 from the charger 2, but the railroad vehicle B exists within the predetermined distance D2 from the railroad vehicle A (YES in S22), the railroad vehicle A to the railroad vehicle. Power can be supplied to B. Therefore, in these cases, the charging permission is not transmitted from the server 9 to the charger 2.

Further, although one charger 2 has been described as an example here, the regenerative power of the railway vehicle A is relatively large and the charging of one vehicle is performed by the plurality of chargers 2 performing the same cooperative control. Even if the power exceeds the possible power, the regenerated power can be recovered.

As described above, in the present embodiment, the charger 2 is installed at a point where the railway vehicle A may want to perform regenerative braking (preferably at a point far from the substation equipment). The server 9 transmits a charging permission when the distance between the railroad vehicle A and the railroad vehicle B is longer than the predetermined distance D2. The charger 2 controls the power conversion unit 220 to execute the power conversion operation in response to the charge permission from the server 9. As a result, the regenerative power of the railway vehicle A can be charged into the battery 110 of the vehicle 1 and effectively utilized for traveling of the vehicle 1. Further, it is possible to suppress the regenerative expiration of the railway vehicle A and improve the effectiveness of the regenerative brake of the railway vehicle A.

[Modification example]
In the embodiment, a configuration has been described in which the regenerative power of the railroad vehicle 4 is used to charge the vehicle-mounted battery 110 by causing the power conversion unit 220 of the charger 2 to perform a power conversion operation. However, it is conceivable that a situation may occur in which the power supply is insufficient with respect to the power demand of the railway vehicle 4 due to a power outage or the like. In preparation for such a case, the power conversion unit 220 is configured to enable a power conversion operation for supplying power from the battery 110 (external power supply) in addition to supplying power to the battery 110 (external charging). You may. In this modification, the configuration of supplying the electric power from the battery 110 to the railway vehicle 4 will be described. Since the configuration of the power system 10 in the modified example is the same as the configuration shown in FIGS. 1 to 3, the description will not be repeated.

FIG. 5 is a flowchart showing cooperative control of the charger 2 and the server 9 in the modified example of the embodiment. With reference to FIG. 5, in S41, the server 9 determines whether or not a situation in which the power supply is insufficient with respect to the power demand occurs in any of the railroad vehicles 4. For example, when the server 9 receives a signal indicating that a failure of the substation equipment (rectifier transformer 71 and rectifier 72 shown in FIG. 2) that supplies electric power to the railroad vehicle 4 has been detected, the server 9 is near the substation equipment. It is determined that the power supply to the railroad vehicle 4 is insufficient. Further, when the server 9 receives a signal requesting power supply from any of the railroad vehicles 4, it determines that the power supply shortage to the railroad vehicle 4 has occurred. In the following, a vehicle with insufficient power supply will be referred to as "railroad vehicle C". If there is no power supply shortage (NO in S41), the subsequent processing is skipped.

When the power supply shortage has occurred (YES in S41), the server 9 is the point where the power supply shortage occurs (specifically, the installation point of the failed substation equipment and the current location of the railroad vehicle C to which the power supply request is transmitted. ) To determine whether or not the charger 2 is installed within the determination distance D3 (S42). The determination distance D3 is a distance at which electric power can be supplied from the charger 2 to the railway vehicle C, like the reference distance D1 and the predetermined distance D2, and is determined in advance according to the specifications of the overhead wire 61 and the rail 62. ing.

When the charger 2 is installed within the determination distance D3 along the extending direction of the overhead wire 61 from the point where the power supply shortage occurs (YES in S42), the server 9 refers to the battery of the vehicle 1 with respect to the charger 2. A command (power supply request) to request power supply from 110 is transmitted (S23).

Upon receiving the power supply request from the server 9, the charger 2 determines whether or not the vehicle 1 is connected to the charger 2 via the charging cable 3 and the battery 110 of the vehicle 1 is in a state where power can be supplied. Judgment (S31). For example, when the SOC (State Of Charge) of the battery 110 is higher than a predetermined value, it is determined that the battery 110 is in a state where power can be supplied.

When the battery 110 is in a state where electric power can be supplied (YES in S31), the charger 2 converts the electric power stored in the battery 110 into the electric power conversion unit 220 in order to supply the electric power stored in the battery 110 to the railway vehicle C (external power supply). The operation is executed (S32). When the battery 110 is not in a state where electric power can be supplied (NO in S31), the electric power is not supplied from the battery 110 because the traveling of the vehicle 1 is prioritized.

Also in the comparative example, as in the embodiment, even if the power supply from one vehicle 1 cannot meet the power demand of the railway vehicle C, the plurality of chargers 2 perform the same cooperative control. By executing, the electric power demand of the railway vehicle C can be satisfied.

As described above, in this modification, when the power supply of the railway vehicle C is insufficient due to a power failure or the like, the power shortage can be supplied from the vehicle 1 to the railway vehicle C via the charger 2. By using this electric power, the railway vehicle C can evacuate to, for example, the nearest station.

The embodiments disclosed this time should be considered to be exemplary and not restrictive in all respects. The scope of the present disclosure is set forth by the claims rather than the description of the embodiments described above, and is intended to include all modifications within the meaning and scope of the claims.

1 vehicle, 2 charger, 3 charging cable, 310 connector, 4, A, B, C railroad vehicle, 5 commercial power supply, 6 transmission line, 9 server, 10 power system, 61 overhead line, 62 rail, 70 breaker, 71 Rectifier transformer, 72 rectifier, 73 regenerative inverter, 74 regenerative inverter transformer, 81 stations, 82 downhill, 100 vehicle ECU, 110 battery, 120 SMR, 130 engine, 141, 142 motor generator, 151 power splitting device, 152 drive wheel, 170 charging relay, 180 inlet, 200 charging ECU, 210, 220 power conversion unit, 230 communication device, 900 control unit, 910 communication device, PL positive voltage line, NL negative voltage line.

Claims (1)

It ’s a server,
Equipped with a communicator configured to communicate with a charger capable of charging the power storage device mounted on the electric vehicle,
The charger is configured to perform a power conversion operation for charging the power storage device with the regenerative power of the railway vehicle received via the overhead wire in response to a command from the server.
Further equipped with a control unit for controlling the communication device,
The control unit
The charger exists within a first predetermined distance along the extending direction of the overhead line from the generation point of the regenerative power of the railway vehicle, and is along the extending direction from the generating point. While controlling the communicator to transmit the command when there is no other railroad vehicle within the second predetermined distance ,
Even if the charger is present within the first predetermined distance along the extension direction from the generation point, the other railway vehicle is within the second predetermined distance along the extension direction from the generation point. A server that controls the communication device so as not to transmit the command when is present .

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